Fuel system for combustion engines



Aug. .11, 1942. H. A. TRUSSELL ,292, 3

' FUEL SYSTEM FOR COMBUSTION ENGINES Filed Jan. 22, 1940 4 Sheets-Sheet. l

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A ORNEY5. I

H H. A. TRUSSELL FUEL SYSTEM FOR COMBUSTION ENGINES Aug. 11, 1942;

Filed Jan. 22, 1940 4 Sheets-Sheet 3 Aug. 11, 1942.' H. A. T R USSELL 2,292,493

FUEL SYSTEM FOR COMBUSTION ENGINES I Filed Jan. 22, 1940 4 Sheets-Shed; 4

Patented Aug. 11 1942 UNITED STATES PATENT OFFICE Application January 22, 1940, Serial No. 314,950 I 6 Claims. (Cl. 261-69) This invention relates to working fluid charge forming and induction devices for internal combustion engines, and particularly to the types known as self-feeding, plain-tube, cold-carburetion and fuel-reclaiming.

The general objective of this invention is to provide a construction whereby it is possible to obtain high efliciency of operation, fuel conservation and steady firing throughout all phases of engine operation including starting, cold operation, acceleration, power, speed and smooth transfer from any phase of operation to another, in a system relieved of several troublesome major elements some or all of which now are employed in the various conventional systems. I

The above being among the objects of the present invention, the same consists of certain novel features of construction and combinations of parts to behereinafter described with reference to the accompanying draWings and then claimed, having the above and other objects in *view.

In the accompanying drawings which show suitable. embodiments of the present invention and'in which like numerals refer to like parts throughout the several different views:

Fig. 1 is a side elevational view of an internal combustion engine embracing a fuel system constructed according to the principles of the invention;

Fig. 2 is a side elevational view on a larger.

scale of the fuel system disclosed in Fig. 1;

Fig. 3 is a fragmentary vertically sectional view taken substantially on line 3-3 of Fig. 2;

Fig. 51 is an enlarged, fragmentary horizontal sectional view taken substantially on the. line '4-4 of Fig. 3, showing the third stage vaporizer;

in which view the dot and dash lines indicat an airconduit contour such as is illustrated more clearly in Figs. 6, 8 and Fig. 5 is an enlarged sectional view taken centrally of the second stage vaporizer air nozzle showing how it may be adapted for air 'dlivery beingadapted for delivery of the working fluid at a single outlet;

Fig. 7' is a longitudinal sectional view of amodified 'form of construction of that portion .of the device shown in Fig. 6 between the lines invaporizer, and showing an arrangement thereof which may be preferable in some cases;

Fig. 8 is a side elevational view of the structure shown in Fig. 6, taken from the opposite sid thereof;

Fig. 9 is a fragmentary, approximately vertical sectional view taken on the line 9-9 of Fig.8, and showing an arrangement of part of the control mechanism corresponding to that shown in dotted lines in Fig. 6;

Fig, 10 is a sectional view taken in the same plane as Fig. 6, showing a fragment of the device shown in Fig. 6 connected with a fragment of the internal combustion engine, also shown in siniilar section and including a. preferred inlet port construction and also showing the compensator piston-valve in an adjustment which may be pre-- ferred in some cases;

and provision is made for reclaiming fuel from either side of the venturi, and is taken substantially on line I! of Fig. 13;

Fig. 13 is a fragmentary, partially broken vertical sectional view taken on th line l3.l3 of Fig. 12.

In conventional working fluid induction systems for internal combustion engines, because of inherent characteristics thereof and/or of thecarburetor, the following conditions arefound to exist, Fuel is encountered in the conventional working fluid induction systems in five forms as follows: 1. As a vaporized part of the working fluid enroute to the combustion chambers. 2'. As liquid particles carried in suspension with the working fluid.- .3. As moisture or liquid on the walls of the induction conduits. 4. As liquid-or pools on the floor or in pockets of the induction 5. As decomposition, such as carbon,

conduits. soot, gum and/or impoverished gases.

Fuel exists in all five of these forms simultaneously in many engines during some phases of operation.

Conditions causing the first and second forms should be fostered to increase the proportions of fuel in these forms, care being taken to keep dicated at I, considered herein as the first stage the particles very fine and to prevent condensabeen deposited in their courses.

tion or accumulation en route to the combustion chamber inlets,

The conditions responsible for the third form are inherent to conventional fuel-air induction systems and may be made less objectionable, if

I not eliminated entirely, without adding heat to th working fluid, by; reducing the wall area of these induction conduits through which the fuel travels; shortening the interval of flow of fuel between the point of delivery to these conduits and the combustion chamber inlets; and/or directional flowing of unvaporized fuel to keep it off these walls. Complete vaporization by. the carburetor would also help.

Conventional systems are hang-overs from the era when commercial gasoline was a first rate cleaning fluid and would vaporize rapidly at low temperatures without leaving a grease spot. Now, y

is impractical to employ enough heat to prevent the fuel from existing therein in liquid form; no provision is made to compensate for the inertia and gravitational diflferences in the fluids in the conduits and the consequent tendency of the unvaporized fuel to lag behind the air and the vaporized fuel en route tothe combustion chamber inlets; and no adequate provision is made for keeping the liquid off these walls.

The effects of this are particularly'apparent upon acceleration from fractional throttle operation. During fractional throttle operation, low pressure existing in the induction system has the effect of increasing the volatility of the fuel therein and dries'up or reduces the liquid on.

the walls of the induction conduits so that, upon an acceleration demand,.it becomes necessary to pour an excess of fuel onto these walls and have it flow over the length thereof before it can be delivered to the combustion chamber inlets. Naturally, some of the fuel is carried part way or all of the way through the conduits with the gaseous portion of the working fluid without being deposited on the conduit walls and part of the liquid deposited on the. walls becomes vaporized enroute, but too much of the action depends on the flowing of liquid fuel over these walls unless so much heat be applied to the induction conduits that other serious difllculties would be encountered.

This'fuel for wetting of these walls in conventional systems has to be deposited quickly and quite thickly for this acceleration because it flows as such to the combustion chamber inlets over these walls and cannot do so in adecreased for acceleration, if the throttle be closed to idling position before suflicient working fluid had been passed through these conduits to sweep them free of this surplus fuel. Further, these characteristics in conventional systems often result in flat spots during acceleration due to improper proportions of fuel and air in the working fluid delivery, sometimes being too rich and too lean at the same time for two or more combustion chambers; and in bucking" during deceleration due to excess liquid fuel, which was admitted to the induction conduit for a large volume of working fluid delivery, being delivered with the reduced volume of working fluid. a 2

As far as forming and delivering a satisfactorily vaporized working fluid charge to the combustion chambers during cold starting and warming up from frigid temperatures are concerned, conventional multiple cylinder engine fuel systems are extremely low in efficiency.

The fourth and fifth forms of fuel can and should be precluded entirely.

Most of this outline for the third form is also applicable to the fourth which often is made more prevalent by designs which tend to trap and hold liquid fuel particularly during fractionalthrottle, low-temperature operation. Loading of the engine during acceleration often results, in designs which become burdened with fuel in this fourth form, due'to the purging" of "pools of accumulated fuel-into the combustion chambers. A point in thisconnection which undoubtedly has received insufliciently serious consideration among engineers who committed manufactures to some of the conventional fuel systems is the amount and nature of liquid accumulation often occurring in the induction systems, and the amount of damage it does to the engines. Because of the extremely low efficiency of conventional systems in supplying the combustion chamber inlets with vaporized fuel during cold starting and running, liquid fuel of relativel low volatility is deposited in-the induction manifold, and the natural vaporizing tendencies of induction suction and draft, reduce this liquid to still lower volatility. If this residual liquid be allowed to accumulate in the manifold, it will be carried into the combustion chambers upon acceleration without being vaporized even by the draft carrying it and will result in considerable unnecessary wear and tear in the engine. Immediate reclaiming of this fuel, in whatever quantities quate quantity until, like a river, the liquid has I After the response to the acceleration demand has been accomplished, the fuel deposited on these walls continues on as surplus fuel to the combustion chamber inlets until the deposit on these walls reduces to normal for the then existing suction and temperature. Engine stalling frequently ocmay tend to occur with various designs which otherwise'would be satisfactory, is a sure cure for the fourth form. a

.The fifth form results principally from excessive heating of the fuel. Even though the heat applied to the'working fluid during its formation or transmission be not enough to decompose the fuel, this heating nevertheless is objectionable because it expands the working fluid and lowers volumetric efliciency, and because it results in increased latent heat in the working fluid which lowers the permissible compression ratio in the combustion chambers and reduces the ability of the working fluid to cool vital parts of the engine at the points where the heat is generated. It is commonly believed that preheating of the working fluid, prior to introduction to the combustion chambers, is necessary for fuel efllciency,-

' regardless of whether engine performance othercurs after the throttle opening had been in wise would be desirable with a given design with I out preheating, but experience indicates that this having this point close to the combustion chamber inlet; employing a powerful means for vaporization of the fuel and flowing of it in an unobstructed and properly directed path to the combustion chamber inlet; throttling of the air supply, to control the working fluid volume delivery, on the influent side of the point of delivery of the vaporized fuel; introduction of the main air supply through a cool dry conduit to the point of delivery of vaporized fuel and directing of this air from this point on to the combustion chamber inlet in such a manner as to assist in keeping fuel from getting onto the conduit wall and to scrub it-off, if it should get thereon; having an accurate quick-acting control for measuring and delivering the fuel and air in the correct amounts and proportions to the combustion chamber inlet to meet the requirements of the various operating conditions; keeping the fuel and the air in ingress for the formation of the working fluid, apart until immediately prior to-their delivery to the combus-. I

tion chamber inlet for greater facility in meeting changed operating conditionsindependently of preceding conditions; reclaiming of liquid fuel from the induction conduit, if itshould tend to, accumulate therein in spite of the foregoing, and revaporization of this reclaimed fuel through the initial vaporizer; and recirculation of an appreciable part of the working fluid for further provision for equalization of mixture characteristics, particularly in a system feeding a plurality of combustion chamber inlets, through the initial vaporization system. Furthermore, the invention contemplates accomplishing the foregoing in a coordinated system; capable of lifting its own fuel from a supply at a lower elevation, without the aid of a fuel pump; employing the simple plain tube" type of carburetion without any auxiliary, air valve; requiring little or no adjustment for quick starting and flexible cold engine operation and obviating the conventional "choke and its complicated automatic control; permitting the elimination of all means for preheating and, consequently, the control thereof providing for withdrawal of liquid fuel from the induction manifold without resorting to a 'manifold' to ground drain"; and utilizing this liquid fuel without the aid of any supplementary device. I 5

Referring now to the drawings and particularly to Fig. 1, an internal combustion engine l6 employed in practicing the invention comprises 'a' cylinder block- |1 having a head l8, an exhaust manifold. l9 and a fuel system generally desig- As illustrated in Fig. 6, fuel enters the chamber 29 in the housing 25 through the duct 3| in' the fitting 32 screwed into the housing 25, having the upright extension 33 and a valve seat 34. The valve 35 has the ball 36 on its upper end received in the socket 48 of the float 31, is

guided by the extension 33 and seats at 34 when 1 the float 31, which is pivoted on the pin 38 mounted in the housing 25, is lifted to a predetermined height by fuel in the chamber 29. This extension 33 also serves to cause incoming fuel to enter the chamber 29 through a column of liquid thereby reducing the tendency of the fuel to be vaporized upon delivery thereto, and to prevent draining thereof during protracted nonrunning. periods. Fuel is delivered from the chamber 29 to the duct 39 by the valves 4| and/or 42, and air, or vapor, as the case may be, may be delivered from the chamber 29 to the duct 39 by the valve 43 arranged in vertical alignment above the valve 42. For convenience in this -description,'the fluid admitted by the valve 43 will be considered as vapor, as will also the fluid admitted to the valve 224 to be described later. A valve 4| threadably mounted in the housing 25 is provided with the external operating lever 44 having the clamp screw 46 as indicated in Fig. 6, and is adapted to seat at 41 or to vary the effective opening of the duct 49 at this point. Fuel from the chamber 29 may pass through the apertures 48 in the walls of the duct 49 past the valve 4| through the duct 49 into the duct. 39, if

. this valve be adjusted accordingly. Fuel which may be admitted by the valve 42 to the duct 39 passes between this valve and its seat 5|, andthrough the duct 52 to the duct 39. Vapor which may be admitted by the valve 43 to the duct 39 passes between this valve and its seat 53,. and through the duct 54 to the duct 39. The valves 42 and 43 are adapted to automatically vary their respective openings or to open and close, if desired, upon a change in throttle opening.

tive manual means for effecting rotation of the wheel 51. Overlying opposite sides of the wheel 51 are two tracks 64 and 14, each of which pronated asj28 and comprising: The fuel supply mechanism-and the first stage vaporizer 2|, the second stage Vaporizers 22, the third stage vapor-,

izers 23, the main air inlet manifold 24, the

secured to this shaft within the chamber 29 and v the lever 84 is secured on the external part of' iects laterally beyond the wheel 51. The track 64 controls the opening of the valve 43 and is secured to the wheel 51 by the screws 66,: 61, 68 and 69 threaded-thereinto, and the springs 1| around these screws hold the track against-the. I

heads of the screws so the adjustment-of the respective screws determines the shape of this track; that is, the radii of the track .at variouscircumferential portions thereof. The track 14 controls the opening of the valve 42 andls secured to the wheel 51 by the screws 16, 11, 18 and 19 threaded thereinto (Fig. 8 and the springs 8| around these screws hold this track against the heads thereof so adjustment of these respective screws determines the shape of this track.

The valve 43 is adapted for control by the track 64 by the mechanism supported by the shaft.82 journalled inthe housing 25. The lever," is

Figure l employs a branch manifold construction. this shaft. The lever 84 carries the pin 86 as a journal for the roller 81 adapted to roll on the laterally projecting edge of the track 14. The lever 83 has a socket 88 to receive the rounded flange 89 on the valve 43 and is provided with a lug 90 for engagement of the spring 8| which tends to rotate the shaft 82 and hold the roller 81 against the track 64.

The valve 42 is adapted for control by the track 14 by the mechanism supported by the shaft 92 journalled in the housing 25. The lever 83 is secured on this shaft within the chamber 29 and the lever 94 is secured on the external part of this shaft. The lever 94 carries the pin 96 as a journal for the roller 81 adapted to roll on the laterally projecting edge of the track 14. The lever 93 has a socket 98 to receive the rounded flange 99 on the valve 42 and is provided with a ing I for engagement by the spring IIlI which tends to rotate the shaft 82 and hold the roller 91 against the track 14.

The spring III seats at one end against the flange 89 and against the flange 99 at its otherend to hold these flanges in the sockets 88 and 98 respectively, or to hold the valves 43 or 42 closed if the tracks 64 or 14 respectively be set accordingly. Hence, either of the valves 42 or 43 may be closed or have any desired degree of opening at any degree of rotation of the wheel 51 within the range of angular movement thereof depending upon the adjustment of the respective adjusting screws. Screws 66 and 16 are for fractional load operation, screws 69 and 18 are for full load operation, and screws 61, 68, 11 and 18 are for intermediate operation.

The main or primary air inlet I I2 has the butterfly valve I I3 supported therein by the shaft H4 journalled in the housing 25. The lever II 6 is secured to an external portion of this shaft for rotation thereof and carries the adjustable stop screw II1 adapted to contact with the lug II8 on the housing 25 (Fig. 8). This lever H6 is connected for operation by the wheel arm 63 by the resilient mechanism comprising the connecting rod I I9 joined to the lever II6 by the pin I2I, and at its opposite end passed through the trunnion I22 pivotally mounted in the arm 63 as at I23. and is loaded by the compression spring I24 which-surrounds it and has one end engaging the trunnion I22 and the other end engaging the flange I26 on the rod II9 to hold the adjusting nut I21 normally against the bottom of the socket I22 to tend to maintain predetermined angular relations of the valve H3 and wheel 51. The locknut I28 is provided to secure the ad ustment of the adjusting nut I21.

Provision is made for delaying the opening movement of the valve II3 upon a movement of wheel 51 which would tend to lift the arm I I6, in the form of a dashpot comprising the cylinder I3I flxed to the housing 25, the piston I32 with its by-pass holes I34 and valves I36, the piston rod I31 passing through the cover I38 secured by the screws I48, and the by-pass duct I39 with its valve I4I. 'I'heconnecting rod I42 has one bent end I43 engaging the head I44 of the piston rod I31. and the other bent end I46 engaging the lever H6. The valve I has an arm I41 for convenient adiustment thereof to vary the escapement of fluid from one side of the piston "I32 to the other side thereof through the by-pass I38 to obtain the desired rate of delayed opening of the valve H3. The valve I38 provides for quick reduction in opening of the valve H8 upon a corresponding movement of the wheel 51.

- Provision also is made to hasten the increase 78 of the pressure in the chamber 29 and to pump an additional fuel charge upon a movement of the throttle control for acceleration. The lever I48 secured to the wheel shaft 59 within the chamber '29 is connected with the piston I 48v by the connecting rod I5I and the pins I52 and I53 so it is lowered and raised as the throttle control is moved toward opened and closed positions respectively. The piston I48 operates in a cylindrical bore I54 in the valve assembly I 56 which includes the disc I51 tending to keep the aperture I58 in the valve closed, and the valve head I59 tending to keep the apertures I6I and I81 in the housing 25 closed. The valve I56 operates in the cylindrical bore I62 in the housing 25 and is slotted as at I63 to provide operating clearance for the lever I48. The valve I 56 is urged by the spring I64 to keep its head I59 against the seat I 66 in the housing 25, and is also provided with a transfer slot I61 communieating with the duct I68 formed in the housing 25. The cap I69 screws onto the threaded extension I18 of the housing 25 and serves to compress and hold the spring I 64 in place and to seal the housing at this point.

Fuel is passed from the chamber 29 through the aperture I1I into the cylinder I62 below the valve I56 and on through the aperture I58 past the valve I51 into the cylinder I54 below the piston I49. When the piston I48 descends, the fuel between it and the disc I51 tends to become compressed and to cause the valve I56 to descend against the load of the spring I64 and admit air from conduit I12, positioned below the main air inlet I I2, through the opening or duct I6I, and to expel fuel through the transfer slot I61 into the duct I68. Fuel from the duct I68 may be discharged through the successive ducts I13 and' I14, under the valve disc I15, through the duct I11, past the adjusting valve I18 and through the duct I19 to unite with the fuel charge of the first stage vaporizer. The

valve I16 normally closes the ducts I14 and I11,

and upon being lifted by fuel forced through duct I14, it closes the aperture I8I in the plug I82 connecting with the chamber 29, thereby permitting thev fuel to be forced on through the duct I18 if the valve I18 be open. The valve I83, adjacent the lower end*of the valve I56, with its adjusting arm I84 provides variable control of escapementv of fuel, at this time, from the valve I56 through the aperture I 86 back to the chamber 28, thereby controlling the length'of time the valve I56 is off its seat I66 independently of or in combination with the delivery of this fuel through duct I18. This valve I83 may also be closed to provide an increased supply of accelerating fuel.

Air admitted from the duct I12 through the passage I6I while the valve I56 is oil its seat I66, in addition to being used to hasten the increase of the pressure in chamber 28, may also be employed to increase the pressure in the compensator diaphragm chamber 212. Air from the passage I6I passing between the valve head I59 and its seat I66 passes on through the duct I81 and/or the annular chamber I88 surrounding the valve I56. The chamber I88 has the con tinuing ducts I88 and HI leading to the valves I92 and I83 respectively. The valve I82 has the arm I84 (Fig. 8) for adjustment thereof and is adapted to connect either of the ducts I81 or I88 to the chamber 28 through the ducts I86 or I 81 respectively and to variably restrict either of the passageways formed thereby or to shut ofl both'of them. The valve 193 has the arm 198 for adjustment or closing thereof and is adapted to connect the duct 191 with the diaphragm chamber 212 through the duct 211 and the recess 212 in the cover 213 of the housing 25. As indicated in Figs. 8 and 12, the chamber 29 has the. cover 2111, over the portion containing the float 31, secured by the screws 292 and sealed by the gasket 293.

Suction in the third stage vaporizer venturi 214 created by engine operation causes a displacement of fluid in the second stage vaporizer venturi 216 which is supplied in the form of air received externally of the chamber29 by the second stage vaporizer nozzle 2", and in the form of fuel or fuel vapor received from the first stage vaporizer within the chamber 29 'through the ducts 219, 2'1 and 219 and the chamber 221 intermediate and venturi 216 and nozzle 2". The main air supply comes from the inlet conduit '112 which may be formed into a rectangular cross-section as at 222 intermediate its length and deliver directly into the semi- ,spherical sump 223 and the venturi 214 (see dot other fuel feeding mechanism.

The valve 224 has the arm 226 (Fig. 8) for adjustment or closing thereof and is interposed in the duct 22'! between the duct 261 and the chamber 29 and provides for delivery of vapor to the first stage vaporizer charge independently of or in combination with the valve 43.

The sump 223 and the chamber 29 are connected for fluid transfer therebetween'by the ducts 228, 28 and 229, and the valve 232 may be employed to control this fluid transfer. This valve is loosely pivoted on the pin 233- carried by the housing 25 and is constructed so it may seal the lower end of the duct 229. The spring 234 pivoted on the pin 236 also carried by the housing 25 is adapted to tend to keep the duct 229 closed according to the adjustment of the through the center of the diaphragm 251 and is .29 from a lower level, if desired, without any screw 231 threaded through the housing 25 and 242 and provide for unloading of pressure'in the chamber 29 upon a change in operating conditions which might tend to cause the suction in the conduit 222 to exceed that'in the chamber 29, depending on the weight of the valve I 241 or the load of the spring 243 which is variable by adjustment of the screw 244 (Fig. 8) or otherwise moving the mm 246. The screws 2" pass through the valve 241 to guide it and are threaded into thehousing 25. The arm 246 is secured ries the finger 249 whichserves as a fulcrum for the spring 243 carried bythe shaft 249, and

to the shaft 248 within the conduit 222 and carv the flnger 251 which may serve to hold the valve 'in pressure in the conduit 222 or the chamber 29, primarily to control changes in the fuel proportions fed during changes in the working fluid induction suction and to supply adequate fuel for acceleration, including the compensator piston-valve 256 and the operating diaphragm 251 therefor. v

The valve 256 is adapted to reciprocate in the cylindrical bore 258 in the housing 25 and to close the duct 218 when in certain positions of operating, and has circumferential groove 259 formed therein which is adapted to establish communication in various degrees between the ducts 261 and 219, and also has the threaded portion 262' to engage the threaded members 263 and 264 providing for adjusting the elevation of the valve 256. The upper end of the valve 256 passes clamped thereto at the desired normal elevation of the valve by the members 263 and 264, and the flange 266 of the diaphragm is anchored in the counterbore 261 in the housing 25 by the ring 268, the gasket 269, and the cover 213 secured by the screws 211 (Fig. 8)'; The diaphragm chamber 2'12 may be in communication with the conduit 222 through the conduits 214 and 216 accordingto the adjustment of the valve 211 interposed therebetween and having the adjusting arm 2'18. Movement of the valve 256 may belimited by the arms 2'19 and the lever 281.

The arms 219 are fixed with respect to the shaft 292 journalled at one end in the housing 25 as at 283 in Fig. 12 and having its other end protruding therefrom through the bushing 294 threaded through this housing. The hub 286 is secured to the shaft 282 outside of the housing 25 and has the arm 28! with the bore 288 for reception of a suitable operating member, and also (Fig. 8) has the arm 289 with the bore 291- for reception of another suitable operating member. An adjustable stop screw 292 threaded through the extension 293 of the housin'g25 and is adapted to engage the arm 289 to limit its movement in a counter-clockwise direction of movement as viewed in Fig.8. Rotation of the shaft 292 by the arms 29'! and 289 varies the elevation of the arms 21!! within the housing 25 and which arms are adapted to engage the lower face of the member 263 thereby limiting the downward movement of the valve 256 and providing means for lifting this valve independently of the action of the diaphragm 251.

The lever 281 is secured to the shaft 294 within the recess 212 (part of the chamber 212 in the cover 213) and this shaft is journalled in the cover 213 and is provided with an external extension to which is secured the lever 296 (Figs. 8 and 9) having the bores 29! and 298 for reception of operating means therefor. The adjustable stop screw 299 is threaded through a lug 311. on the housing 25 and is adapted to engage the lever 296; Rotation of the shaft 294 by the lever 296'varies the elevation of the lever 291 which is adapted to engage the top of the member 264 thereby'limiting the upward movement .from the duct 45!: to the duct 25L of the valve 256 and providing means for lowering this valve independently of the action of the diaphragm 251.

Provision is made whereby either the arms 219 or the lever 28] may be operated to vary the limit of movement of or to'vary the elevation of the valve 256 in conjunction with the movement of the lever 246. For this purpose, there is a connecting rod 3|2 (Fig. 8) with its pivoted trunnions 3|3 and 3 and the adjusting and lock nuts 316 and 3". The rod'3l2 has a hole 318 therein for reception of a suitable operating member, the flange 3|9 for engagement with the trunnion 3 and the threads 32l to hold the nuts 3" and 3" in the desired position for engagement with the trunnion 3l3, and has a sliding fit in these trunnions so either trunnion may be moved engineward, or to the right as viewed lever 296 as in Figs. 6, 8 and 9, or it may engage the hole 298 in the lever 281 as shown in Figs. 10 and 11. v

The ball check 324 adjacent the bottom of the housing 25, with its spring 326 and retaining plug 321 may be employed to predeterminedly restrict the passage of fluid from the first stage vaporizer duct 39 and to the duct 45 thereof, to prevent reversal of flow therebetween, and to divide the we formed by the ducts 45, 29 and 54 into two portions so the ducts 39 and 54 may be relatively fast filling and the duct 45 relatively slow filling.

In the structure disclosed by Fig. '7, provision is made in the first stage vaporizer portion for introduction of the vapor, which is admitted thereto by the valve 43 through the duct 54a, to the duct 45a engineward of the fuel ducts49and 52, and for the additional ball check 328 which may be employed to prevent reversal of flow from the duct 26f through the ducts 45a and 54a. The adjusting screw 323 threaded through the wall 55 is adapted to close or vary the capacity of the aperture 33l between the ducts 54a and 45a below the fuel level in the chamber 29; the adjusting screw 332 threaded through the wall 55 is adapted to close or vary the capacity of the aperture 333 between 54a and 45d substantially. at the fuel level m 29; and the adjusting screw 334 threaded through the wall 55is adapted to close or vary the capacity of the aperture 336 between 54a and 45a above the fuel level in chamber 29.

device to the cylinder block I 1 so the venturi 2| 4 delivers to the port 34! which is controlled by the valve 342. This arrangement of the port 3 and the venturi 2|4 provides for high volumetric delivery for given diameters thereof, high velocity of working fluid therethrough and natural draining, of fuel which might tend to accumulate therein during some phases of operation at low temperatures, away from the engine. The compensator action shown in this fi I ure will be explained later.

In the structure disclosed in Figs. 12 and 13, provision is made for a compact main air inlet manifold 24a, delivery of fluid to horizontal engine inlet ports and in alignment therewith, and reclaiming of fuel engineward of the throat of the venturi 2|4a. Hence, it is evident that the delivery of working fluid is not limited to an upwardly inclined outlet from this system, that reclaiming of fuel, which might otherwise enter an engine in undesirable form during some phase of operation if cold working fluid is being delivered, is not limited to withdrawal of the fuel from the main air conduit, and that the constructions disclosed are not limited to any particular arrangement of the main air conduit, and are readily adaptable for updraft" or "downdraft" delivery of the working fluid.

The apertures 343 and the chamber 29 may be connected for fluid transfer therebetween by the ducts 344 and 229. The control mechanism at the mouth of this latter duct, previously explained, may serve also for control of this fluid transfer. The sump 223a may extend longitudinally of the conduit 24a and be provided with the apertures 226 adjacent the venturi as shown in Figs. 6 and 10.

Fig. 5 discloses the details of the arrangement of the second stage vaporizer jet 2|1 which may be employed to receive air from the tube 26. The enlarged end 346 of the tube 26 is mounted on the tubular extension 341 of jet 2l1 which has the communicating apertures 348 for the transfer of air and the threads 349 engaged by the nut- 35! to secure these units together. The plug 352 closes the outer end of the extension 341. The tube 26, may be connected with the air conduit I12 through an opening 353 in a boss 354 as shown in dotted lines in Fig 8; the opening 353 continuing 'through the housing 25 to the conduit I12 as shown in dotted lines in Fi 6.

The influent points H2, I12 and 2" are indicated for communication with the atmosphere and referred to as such herein, to avoid further complication in the drawings and description,

The ball cheek 326 may be employed to seat of fuel in the entire well formed, in this case, by 05 the ducts 45a and 54a.

In the structure disclosed in Fig. 10, a fragment of the structure shown in Fig. 6, with the compensator valve and its control on another adployed in the engine l6 in combination with the preferred inclined outlet from the fuel system. The studs331 extending through the holes 338 than atmospheric, due to various arrangements such as the' use of air cleaners,- intake silencers.

pressure charging or super-charging. It is further understood that this system may have one or a plurality of working fluid delivery outlets (for examples, 'as'shown in Figs. 6 and 1 respectively), that each of these outlets may feedone iustment, is shown attached to a fragment of an. 7 engine inlet port such as may preferably be 'eminthe flange 339 havethe nuts 340 to secure the or a plurality of combustion chamber inlet ports (as, for example, through conventional working fluid induction manifolds) and that each of these ports may feed one or a plurality of combustion chambers (as, for example, through Siamesed inlets). 1

Referring particularly to Figs. '6 and 8 (inasmuch as the operation thereof is substantially the same as the structures disclosed by Figs. 1 to 5, except that Figs. 6 and 8 have but one working fluid delivery outlet and therefore simplify the description thereof), the operation of the device will be considered from the time that the engine is at rest. As previously mentioned, fluid fed to the vaporizers from the chamber 29 above the fuel level therein, will be considered asvapor in this description.

During starting of the engine, air is displaced from the conduit 222 through the venturi 214, thereby resulting in differential pressures in the system which cause carburetlon and delivery of the working fluid. The atmospheric pressure in the chamber 29 may be retarded in its tendency to balance the pressure in the conduit 222 by moving the lever 252 engineward to increase the tendency of the spring 243 and the finger 251 to hold the valve 241 so as to impede the discharge of pressure from the chamber 29 to the conduit 222. Thus, fuel will be discharged from the chamber 29 through the ducts 49 and/or 52, and vapor may be discharged therefrom through the ducts 54 and/or 221 to deliver the charge of the first stage vaporizer through the duct 261. Meanwhile, the rush of air through the venturi 214 has resulted in an additional drop in pressure at the venturi 216, and the air entering through the nozzle 211 may cause a still further drop in pressure in the second stage vaporizer chamber with the possible exceptions of minimum idling and during acceleration, Whether the valve 113 would be open during minimum idling, and if so, how much, would depend primarily upon the in the conduit 222, and it is adapted to-alter its 221'. During this withdrawal of air from the conduit 222, the diaphragm 251 will tend to lower the valve 256, because of the temporarily greater pressure in the chamber 212, to'increase the.

fluid transfer capacity from the duct 261 to the feeding and vaporizing are accomplished, and the effective capacity thereof may be increased, to

facilitate starting.

At this time, the lever 281 may be operated, by moving the lever 296 engineward, to prevent the valve 256 from reducing the opening of the duct 218 below a predetermined degree, which might otherwise tend to occur due to an increase in pressure in the conduit 222 (concurrently with reduced engine speed or increased opening of the valve 113); the arms 219 may be operated by moving the lever 261 engineward, to prevent the valve 256 from increasing the opening of the duct 218 beyond a predetermined degree; the valve ,41 may be adjusted to control fuel delivery through the duct 49; and the valve 224 may be adjusted to control vapor delivery through the duct 221. Control of the valves 241 and 256, by operation of the levers 252 and 296 respectively,. is preferred for starting and may be accomplished simultaneously by movement of the rod 312 which may be released during normal operation to permit these levers to return to their respective positions provided'for by the adjustment of the stop screws 244 and 299 respectively.

Adjustment of the valves 41 Y or 224, by the lever 44 or the arm 226 respectively, may be made for any phase of operation, and provide for variation in the control of fuel or vapor feeding in the first stage vaporizer while permitting the adjustment of the screws 66 to 69 and 16 to 19 in the wheel 51 to be left in chosen po'sitons. The degree of opening of the throttle valve 113 for the various phases of engine operation may be about the same as in conventional carburetlon,

1 of the lower end of the spring 124 and if de-' elevation to vary the opening into the duct 218 duringa change in pressure inthe conduit 222. The preferred arrangement of the parts of this device, and particularly the preferred proportions of the venturi 216 and the nozzle 211, may provide for economizer" action by causing the fuelair ratio of the working fluid to become leaner as the induction suction increases concurrently with increased engine speeds in predeterminable ranges for given throttle openings.

It has been determined that changes in these ratios for this purpose may tend to cause the engine to surge," apparently because the forces responsible for the changes in these ratios tend to be too 'eflective during changes in induction suction, and that temporary changes, which if maintained would result in inversion of the preferred ratios, in the throttling action of the valve 256 during these changes, counteract this surging tendency of the engine. At the present stage in the development of this device, this arrangement (Fig. 6) of the compensator valve is believed to be preferable. With this arrangement, while the sucti'onin the conduit 222 is increasing, the valve 256 may temporarily increase its opening, and while the suction in the conduit 222 is decreasing, the valve 256 may temporarily decrease its ongoing.

The intervalrequired for the diaphragm 251 to return to normal position, following a change in suction in the conduit 222, may be controlled by the valve 211. The compensator chamber 212 may be connected with the fuel chamber 29, for transfer of pressures therebetween, by turning the valve 192 to establish communication between the ducts I91 and 189 which latter is in communication with the chamber 166; the remainder of the passageway to the chamber 212 being through the chamber 169, and the duct 191, the valve 193, the duct 211 and the recess 212.

This latter transfer of pressures may be employed either independently of or in combination with that controlled by the valve 211, may be varied in rate byadjusting either of the valves 192 or 193, and may be preferable in some cases because it permits the pressure which is feeding fluid to the valve 256 to influence or effect the control thereof.

Upon a quick advance of the throttle control, the valve 113 opens, according to the movement amount of air to pass from the inlet 112 to the the resistance to flow of fuel through the duct I66, and permit air to pass from the conduit I12 through the aperture I6I to the chamber I88. Thus, air may be introduced to the chamber 29 to get an additional fuel supply on its way to the venturi 2I4 in anticipation of the requirement to meet the additional air coming into the conduit 222, air may be admitted to the chamber 212 to'increase the opening of the valve 256 in the passageway for this additional fuel, and additional pressure may be applied to the fuel in the valve chamber I54 to provide for an accelerating shot of fuel for the sudden increase in the main air supply, thereby compensating for the inertia dilferences in the fluids and the engine requirements for richer fuel-air ratios during acceleration. Further, the valves 42 and 43 may be in changed positions corresponding to the adjustments of the tracks 14 and 64 respectively, to provide the desired working fluid characteristics for the changed throttle opening.

Air entering the chamber I88 through the aperture I6I may pass into the chamber 29 through either of the ducts I81 or I89 according to the adjustment of the valve I92. Discharge determinable ranges of engine speed as the engine load reduces. This economizing action may be carried out to the point that fuel delivery,

of fuel from the valve cylinder I54 through the slot I61 and the duct I68 may be through the duct I19 to combine with the fuel en route to the engine and/or through the aperture I86 to return to the fuel in the chamber 29, according to the adjustment of the valves I18 and I83. At the same time, the elevation of the valve 256 may be controlled (within the limits provided for by the arms 219 according to the position of the lever 289, and by the lever 28I according to the position of the lever 296 to provide a predetermined passageway between the ducts 26 I and 2I8) by admitting air from the chamber I88 to the chamber 212 according to the adjustment of the valve I93 to resist the tendency of the incoming air in the conduit 222 to lift the diaphragm 251 and the valve 256.

When the fuel is discharged from the chamber I54 of the valve I56 by the urge of the spring I64, the valve head I59 may close on the seat I66 and stop theadmission of air through the aperture I6I. At about the same time, the valve H3 may have come to the position provided for by the actual position of the throttle control. Pressures in the chamber 29 which might tend to be excessive may be discharged through the aperture 242 controlled by the valve 24I according to the position of the lever 246 and the tension of the spring 243. The aperture 242 may be employed with or without the valve 24I, or this aperture may be permanently closed.

With the-valve I92 adjusted to establish communication between the ducts I 89 and I91, air may pass from the conduit I12 therethrough to the chamber 29 while the valve I56 is open, the chambers 29 and 212 may be in communication through the duct I9I and communicating passages while the valve I56 is closed, and provision is made for fluid transfer between the conduit 222 and the chamber'29 through the chamber 212, thereby providing additional control of the fuel-air ratios of the working fluid.

through the venturi 2I6 stops entirely at a predetermined high induction suction during relatively high engine speeds for given throttle openings. The load of the spring I64 may-be such that it would permit'the valve I56 to open and admit air through the aperture I6I during predetermined high induction suction for coordination with the Vaporizers in controlling the working fluid mixture characteristics or to reduce the range of suction in the chamber 29.

During operation resulting in substantially constant suction in the conduit 222, .still greater suction may exist in the chamber 29 due to evacuation of fluids therefrom through the duct "I and result in transfer of fluids thereto from the sump 223 through the ducts 228, 28 and 229. This may also occur while suction is decreasing in the conduit 222, but the flow through these ducts tends to reverse during rapid increases in suction in the conduit 222. This reversal of flow may. be prevented by employing the valve 232 and in the preferred arrangement thereof. as shown, which has the screw 238 adjusted to permit the valve 232 to seal the mouth of the duct 229 and the screw 231 adjusted to cause the spring 234 to tend to hold this valve closed. The tension of this spring may be altered to control the amount the suction in the chamber 29 may exceed that in the conduit 222. The valve 232 preferably is adapted to deflect fluid entering the chamber 29 from the duct 229 to minimize the disturbance of liquid in this chamber. The screw 238 may be adjusted to hold the valve 232 open a predeterminable amount, or this valve may be eliminated.

Fluid may circulate from the sump 223 through the chamber 29 and the venturi 2I6 in varying amounts which are controlled principally by the opening of the valves 43 or 224. Any liquid which may be present in this fluid may join the fuel in chamber 29 for feeding therewith. Fuel fed from the chamber 29 through the valves H, 42 or I18 is replaced by fuel through the duct 3| as the fuel level in the chamber 29 recedes and permits the float 31 to relieve the pressure of the valve 35 on its seat 34 to enable the fuel in the duct 3I (under the pressure of the atmosphere or otherwise) to enter the chamber 29.

The firstvstage vaporizer is considered as the portion below the conduit 222 designated by the numeral 1 in Fig. 6 and, while it may feed fuel only, preferably is adapted to feed an emulsion of fuel and vapor from the chamber 29 through the duct 26I. While the engine is at rest, fuel may stand in the ducts 45 and 54 corresponding If the throttle control be left in a given posiratios may be progressively formed within preto the fuel level in the chamber 29, thereby providing for a well. action which may be employed to assist in starting and accelerating the engine, and in providing the fuel proportions for the other phases of engine operation. Fuel may also accumulate in the ducts 54, 39 and 45 comprising the well during operation resulting in a reduction, or temporary discontinuation, of fuel delivery through the duct 26I, and the ball check 324 may serve to keep this accumulation relatively small at this time, compared to the capacity of the complete well, by restricting the flow of fuel between the ducts 39 and 45 so the fuel accumulates first in the ducts 39 and 64. Y

, the requirements of the varying amounts of air passing through the venturi H4. The rate atwhich the duct 45 would fill by gravity, while the engine is at rest, may be controlled by the fit of the ball 324 on its seat at the mouth of the duct 39 and/or the tension of the spring 326.

It is preferred, during normal operation,'to have suflicient vapor admitted by the valve 43 and passing through the ducts 54, 39 and 45-to carry fuel from the valves 4| or 42 tothe duct 26! as rapidly as the fuel is delivered to the duct 39 through the ducts 49 or 52. It is also preferred to fbleed the maximum amount of vapor through the duct.22|' Consistent with varying fuel feeding requirements,.in order to facilitate vaporization, increase the velocity from there on through the second'stage vaporizer and to increase the recirculation of fluid from the sump 223 through the chamber 29.

formations and materially assists in maintaining unidirectional engineward flow.

It has been observed-that in some proportions and adjustments of this system, particularly wherein the reduction in fuel proportions at the higher induction suctions is carried out to the point of stopping the fuel delivery of the vaporizers while induction suction is above that within the range of engine speed under its own power (suction such as occurs in an'automobile engine while coasting withthe throttle closed) that the engine tends to propel itself, on light loads, up to a point where the working fluid becomes too lean and then to slow down to obtain the necessary proportion of fuel, thereby resulting in a surging tendency.

328 may serve to prevent forcing of fuel from the well formed by these ductsback past the valve 43. This ball 328 also may be eliminated. Either of the screws 329, 332 or 334 may be adjusted to close or to provide the desired opening through the apertures 33l, 333 or 336 respectively to assist in controlling the characteristics of the fuel delivered to the duct 26 l.

- It is preferable to have the fuel from the first stage vaporizer conveyed to the second stage vaporizer through the duct 21 in a tube outside of the pathof influent air, which is to be used in the formation of the working fluid, to prevent the absorption of heat by the fuel in this tube from this air during operation when a relatively high rate of vaporization in this tube would tend to result in relatively low temperatures thereof,

to further reduce the difference in operation of ventional practice and the venturi 2 I4 is adapted tofeed directly to this port in a combination which has rather remarkable volumetric efficiency per diameter of engine inlet valve aperture and permits of materially increased velocity through the throat of the venturi, the most advantageous spot is chosen for delivery of fluid from the venturi 216 and all'of the fuel is fed therethrough, and positive flowing. of the working fluid adjacent the combustion chamber inlet results andenables the working fluid to be delivered to the combustion chamber inlets in definite As in'Fig. 10, during an increase in suction, the

' valve 256 lowers and reduces the opening of 2l8,

chamber 29, which may have less chance of feeding excess fuel out through the duct 2l8 because 7 of the temporary reduction of the opening thereof, and which excess may be relieved through the aperture 242. Upon a decrease from the prevailing suction in the conduit 222, the valve 256 may temporarily increase the opening of the duct 2I8 while pressure is building up correspondingly in the chamber 29. Air delivered through the valve I93 during acceleration may be eliminated because the increase in the air volume, and the consequent reduction in suction, in the conduit 222 during acceleration may be depended upon to lift the diaphragm 251 and the valve 256 to increase the opening to the duct 2 I 8.

The compensator feature, as in Fig. 10 of tcmporarily reducing the fuel feed aperture during an increase in suction 222, and the compensator feature in Fig. 6, of temporarilyreducing the fuel I feed aperture during a decrease in suction in conduit 222,.-may be combined to correct a surging tendency-while relatively high induction suction exists, and to conserve fuel while the prevailing suction is falling off in conduit 222, respectively.

This adjustment would be 'as shown in Fig. 10 with the valve adjusted, by means of the threaded -members 263 and 264, to normally stand at a sufliciently high elevation .to provide substantially a full opening of the duct 2l8 by the groove 259, and may preferably be used with the combined control of the levers 252 and 281 as shown in Figs. 10 and 11 to provide for a predeterminable opening of the duct 2l3 against the suction created in the conduit 222 during starting, in which case the rod 3l2 may be shortened, by adjusting the nuts 3|6 and 311 at the trunnion 3l3 in the arm 252,

'. manifold 24 or 24a through an opening having a length exceeding its height, the length of this openingbeing substantially parallel to that of this manifold; and it is understood that the length of this opening (the mouth of the conduit 222) maybe extended to equal the length of the manifold 24 or 24a and that the height of this opening may be reduced.

An advantage of this feature is that the inthe intervals between inspirations through a plurality of intake ports fed by one of the venturis 2 (or 2|4a) are unequal (as for instance, in a conventional four cylinder, in-line, four-cycle engine with two intake port passageways, each feeding two siamesed ports) or in engines wherein a combination of the above unequal intervals occur in some parts of the induction system, if not all of it (as for instance, in a conventional six cylinder engine).

The adaption of this system to multiple cylinder engines, wherein the working fluid is to be formed at a plurality of manifold outlets, may be accomplished in numerous ways and, for sake of avoiding further complication in this application,

the arrangement of this system for formation of the working fluid at a plurality of outlets therefrom is disclosed only in the dual outlet arrangements as' shown in Figs. -1, 2 and 12. In Figs. 1 and 2, the conduit 222 is bifurcated into the two manifold branches 24, the duct H8 is bifurcated into the two ducts 21, and the duct 229 is bifurcated into the two ducts 28. In Fig. 12, substantially the same structural characteristics occur; the manifold branches having the designations 24a, and both of the ducts 344 also connecting with the duct 229. In these figures, the unidirectional flowing tendency of the working fluid components engineward through the dual venturis 2| 4 or 2l4a, mitigate the tendency toward "pumping action between combustion chamber inlet ports,- which exists in conventionalinduc tion manifolds.

While for the purpose of illustration, only a plurality of forms of the invention have been disclosed herein in detail, it will be apparent to those skilled in the art not to be so limited but that various other forms and applications of the invention may be made within the scope of the invention as set forth by the appended claims.

What is claimed is:

1. In a charge forming device having a primary conduit with a throttle valve therein for delivering a supply of working fluid to an internal combustion engine and having a closed fuel supply chamber, valve means for controlling the supply of fuel from said closed fuel supply chamher to said conduitfor forming a working fluid in said conduit, a diaphragm for controlling said valve means,- means for exposing one 'side of said diaphragm to the pressure existing-"in said.conduit between said throttle valve. and said engine, and means for exposing the opposite side of said diaphragm to the pressure existing in said closed fuel chamber.

2. In a charge forming device having a pri- .mary conduit with a throttle valve therein for delivering a supply of working fluid to an internal combustion engine andhavinga closed fuel supply chamber, valve means for controlling the supply of fuel from said closed fuel chamber to said conduit, a diaphragm serving to control the position of said valve means, one side of said diaphragm being-exposed to the interior of said conduit between said throttle valve and the point of delivery of the working fluid to said engine,-

and means establishing communication between said closed fuel chamber and the opposite side of said diaphragm.

3. In a charge forming device having a primary conduit with athrottle valve therein for delivering a supply of working fluid to an internal combustion engine and having a closed fuel supply chamber; valve means for controlling the supply of fuel from said closed fuel chamber to said conduit, a diaphragm serving to control the position of said valve means, one side of said diaphragm being exposed to the interior of said conduit between said throttle valve and the point of delivery 'of the working fluid to said engine, and means establishing communication between said closed fuel chamber and the opposite side of said diaphragm, and means for adjustably controlling said last mentioned means. I

4. In a charge forming device having a primary conduit with a throttle therein and a closed fuel chamber, means for delivering fuel from said closed fuel chamber to said conduit for the formation of a working fluid therein, valve means for controlling the delivery of said fuel, a diaphragm for controlling said valve means, one side of said diaphragm being exposed to the interior of said conduit, a conduit establishing communication between the interior of said flrst mentioned conduit and the opposite side of said diaphragm, and a conduit establishing communication between the interior of said closed fuel chamber and the opposite side of said diaphrag'm.

5. In a charge forming device having a primary conduit with a throttle therein and a closed fuel chamber, means for delivering fuel from said closed fuel chamber to said conduit for the formation of a working fluid therein,

valve means for controlling the delivery of said fuel, a diaphragm for controlling said valve means, one side of said diaphragm being exposed to the interior of said conduit, a conduit establishing communication between the interior of said first mentioned conduit and the oppo-' site side of said diaphragm, and a conduit establishing communication between the interior of said closed fuel chamber and the opp site side of said diaphragm, and adjustable valve means in each of said last mentioned conduits for controlling communication therethrough.

6. In a charge forming device having a primary conduit with a throttle valve therein for delivering a supply of working fluid to an internal combustion engine and having 'a closed fuel supply chamber, valve means for controlling the supply of fuel from said closed fuel chamber to said conduit, a diaphragm serving to control the position of said valve means, one side of said diaphragm being exposed to the interior of said conduit between said throttle valve and'the point of delivery of the working fluid to said engine, and means establishing communication between said closed fuel chamber and the opposite side of said diaphragm, and means foradiustabl! controlling said last mentioned means. V

' HOMER A. 'I'RUSSELL. 

